US11505320B2 - Deployable handle system for a vehicle - Google Patents

Abstract

A handle system for a vehicle is disclosed and includes a support structure defining a handle. The support structure is movable between a stowed position where the handle is inaccessible by a passenger and a deployed position where the handle is accessible by the passenger. The handle system also includes an actuator operably coupled to the support structure and configured to move the support structure between the stowed position and the deployed position. The handle system further includes one or more sensors configured to obtain data indicative of vehicle motion and a controller. The controller is configured to determine the vehicle exceeds a threshold rate of movement based on the data obtained by the one or more sensors. In response to determining the vehicle exceeds the threshold rate of movement, the controller instructs the actuator to move the support structure from the stowed position into the deployed position.

Description

INTRODUCTION

The present disclosure relates to a deployable handle system for a vehicle. More particularly, the present disclosure relates to a handle system having a support structure, where the support structure is movable from a stowed position and into a deployed position during an abrupt change in motion by the vehicle.

BACKGROUND

The interior cabin of an aircraft includes various features that many passengers find aesthetically pleasing. For example, the interior cabin of an aircraft may include sleek interior surfaces in an effort to create an environment that passengers find attractive. While sleek interior surfaces may be visually pleasing, these surfaces may not provide features for passengers and flight attendants to grab and hold onto during an abrupt change in motion of the aircraft. An aircraft may undergo an abrupt change in motion when encountering turbulence or while performing a severe maneuver. During an abrupt change in motion, individuals who are standing or walking along an aisle of the interior cabin of the aircraft may lose their balance and may require additional support. However, these individuals may not have access to features within the interior cabin of the aircraft to grab and hold for support.

In one approach, support structures such as rails, handles, or grab bars may be introduced within the aircraft's interior cabin to provide a surface for individuals to grab and hold onto for support. However, rails, handles, and grab bars tend to disrupt the overall harmony of the aircraft's sleek interior design. There is therefore a need for improved handle systems for a vehicle.

SUMMARY

According to several aspects, a handle system for a vehicle is disclosed. The handle system includes a support structure defining a handle. The support structure is movable between a stowed position where the handle is inaccessible by a passenger and a deployed position where the handle is accessible by the passenger. The handle system further includes an actuator operably coupled to the support structure and configured to move the support structure between the stowed position and the deployed position. The handle system further includes one or more sensors configured to obtain data indicative of vehicle motion and a controller in electronic communication with the actuator and the one or more sensors. The controller determines the vehicle exceeds a threshold rate of movement based on the data indicative of vehicle motion obtained by the one or more sensors, where the threshold rate of movement indicates an abrupt change in motion by the vehicle. In response to determining the vehicle exceeds the threshold rate of movement, the controller instructs the actuator to move the support structure from the stowed position and into the deployed position.

In another aspect, an aircraft having an interior cabin and a handle system located within the interior cabin of the aircraft is disclosed. The handle system includes a support structure defining a handle. The support structure is movable between a stowed position where the handle is inaccessible by a passenger and a deployed position where the handle is accessible by the passenger. The handle system also includes an actuator operably coupled to the support structure and configured to move the support structure between the stowed position and the deployed position. The handle system further includes one or more sensors configured to obtain data indicative of motion of the aircraft and a controller in electronic communication with the actuator and the one or more sensors. The controller determines the vehicle exceeds a threshold rate of movement based on the data indicative of motion of the aircraft obtained by the one or more sensors, where the threshold rate of movement indicates an abrupt change in motion by the aircraft. In response to determining the aircraft exceeds the threshold rate of movement, the controller instructs the actuator to move the support structure from the stowed position and into the deployed position.

In still another aspect, a method of extending a handle of a support structure from a stowed position and into a deployed position is disclosed. The handle is part of a handle system of a vehicle. The method includes determining, by a computer, the vehicle exceeds a threshold rate of movement based on data indicative of vehicle motion obtained by one or more sensors, where the threshold rate of movement indicates an abrupt change in motion by the vehicle. In response to determining the vehicle exceeds the threshold rate of movement, the method includes instructing an actuator to move the support structure from the stowed position and into the deployed position. The actuator is operably coupled to the support structure and configured to move the support structure between the stowed position and the deployed position.

The features, functions, and advantages that have been discussed may be achieved independently in various embodiments or may be combined in other embodiments further details of which can be seen with reference to the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

FIG. 1 illustrates an interior cabin of a vehicle including a deployable handle system, where the handle system has a support structure that is in a stowed position, according to an exemplary embodiment;

FIG. 2 is a schematic diagram of the interior cabin of the vehicle shown inFIG. 1, according to an exemplary embodiment;

FIG. 3 illustrates the handle system shown inFIG. 1 in a deployed position, according to an exemplary embodiment;

FIG. 4 is a schematic diagram of the handle system in the stowed position, according to an exemplary embodiment;

FIG. 5 is a schematic diagram of the handle system in the deployed position, according to an exemplary embodiment;

FIG. 6 is a schematic diagram of a controller in electronic communication with an actuator, one or more proximity sensors, and one or more sensors that indicate motion, according to an exemplary embodiment;

FIG. 7 illustrates the proximity sensor disposed along an outermost surface of the handle, according to an exemplary embodiment;

FIG. 8 is another illustration of the proximity sensor shown inFIG. 7, according to an exemplary embodiment;

FIG. 9 illustrates an inductive proximity sensor, according to an exemplary embodiment;

FIGS. 10-12 illustrate various process flow diagrams illustrating methods for deploying the handle system, according to an exemplary embodiment; and

FIG. 13 is an illustration of a computer system for the handle system, according to an exemplary embodiment.

DETAILED DESCRIPTION

The present disclosure is directed towards a handle system for a vehicle. The handle system includes a support structure defining a handle. The support structure is normally located in a stowed position. When the support structure is in the stowed position, the handle is inaccessible by passengers. However, in response to determining the vehicle is undergoing an abrupt change in motion, a controller instructs an actuator to extend the support structure into a deployed position. The handle is accessible to passengers in the deployed position. Since the support structure is normally retracted and in the stowed position, the handle does not generally interfere with the interior cabin's sleek interior design. However, the support structure still extends into the deployed position to provide support to passengers during an abrupt change in motion. For example, if the vehicle is an aircraft, then the abrupt change in motion is experienced during turbulence, an abnormal gravity angle, a sudden stop, and/or landing.

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

Referring toFIG. 1, an exemplaryinterior cabin18 of avehicle10 is shown. Theinterior cabin18 includes a plurality ofseats20 arranged in one or more columns C and one or more rows R (seen inFIG. 2). In the exemplary embodiment as shown, a plurality ofoverhead storage bins22 are positioned above theseats20. Theoverhead storage bins22 each include adoor25 that provides access to an interior of the correspondingoverhead storage bin22. A passenger service unit (PSU)28 is mounted below a correspondingoverhead storage bin22. EachPSU28 includes various passenger amenities such as, for example,overhead lighting26A, illuminatedsigns26B,air vents26C, and deployable oxygen masks (not visible inFIG. 1). The amenities are provided for the passengers positioned in theseats20 located directly below a corresponding one of thePSUs28. Ahandle system30 is also located below a correspondingoverhead storage bin22. Thehandle system30 includes a support structure32 (seen inFIG. 3). Thesupport structure32 is movable between a stowed position seen inFIG. 1 and a deployed position inFIG. 3. As explained below, thesupport structure32 includes a handle36 (FIG. 3) that is accessible by a passenger when thesupport structure32 is in the deployed position.

FIG. 2 is a schematic diagram of theinterior cabin18 of thevehicle10. Theseats20 are arranged vertically into one or more rows R and horizontally into one or more columns C. One ormore aisles34 are located between the rows R of seats R. Theaisles34 define a passage or walkway for passengers to move about within theinterior cabin18 of thevehicle10. For example, a passenger may walk along theaisle34 to exit thevehicle10, to access alavatory38, or to move to anotherseat20.

Referring toFIGS. 1 and 2, sometimes thevehicle10 undergoes an abrupt change in motion. For example, if thevehicle10 is an aircraft then the abrupt change in motion is created as the aircraft undergoes turbulence or experiences an abnormal gravity angle while in flight. An abnormal gravity angle refers to a sudden turn or maneuver made by the aircraft. It is to be appreciated that the abrupt change in motion is not limited to when the aircraft is in flight. For example, if the aircraft is taxiing along a runway then the abrupt change in motion is created as the aircraft comes to a sudden stop. Furthermore, the abrupt change in motion may also occur during landing. Although an aircraft is described, thevehicle10 is not limited to an aircraft. In another embodiment thevehicle10 is a bus, a train, a marine vessel, or any other type of vehicle that includes an aisle or other area where passengers stand on or walk.

As thevehicle10 undergoes an abrupt change in motion, a passenger who is standing or walking in theinterior cabin18 may experience a loss in steadiness or balance. This is because the lower body of a passenger, which is in contact with thevehicle10, comes to a rest while the upper body of the passenger tends to stay in motion due to inertia. Accordingly, when thevehicle10 undergoes an abrupt change in motion, thesupport structure32 of thehandle system30 is actuated from the stowed position (seen inFIG. 1) and into the deployed position (seen inFIG. 3) to provide support to one or more passengers located within theinterior cabin18 of thevehicle10. In other words, thesupport structure32 is normally in the stowed position but extends into the deployed position to provide support to one or more passengers.

Referring toFIG. 3, thehandle36 of thesupport structure32 is sized and shaped for an individual to grasp and hold. In one exemplary embodiment, thehandle36 includes one or more textured surfaces44. The textured surface44 creates friction between thehandle36 and an individual's hand. For example, in the embodiment as shown inFIG. 3, the textured surface44 includes ridges46 that create friction between thehandle36 and an individual's hand. Although ridges46 are shown, other features that create friction may be used instead for the textured surface44. Alternatively, in another embodiment, instead of a textured surface44, anoutermost surface48 of thehandle36 is covered with a friction coating instead. Some examples of friction coatings include, but are not limited to, rubber coatings and some paints.

Referring to bothFIGS. 1 and 3, thehandle36 of the support structure is inaccessible to a passenger when in the stowed position. That is, a passenger is unable to grab and hold onto thehandle36 in the stowed position. In the embodiment as shown inFIG. 1, a portion of theoutermost surface48 of thehandle36 is flush with anoutermost surface50 of theinterior cabin18 of thevehicle10. Specifically,FIG. 1 illustrates theoutermost surface50 of theinterior cabin18 is defined by theoverhead storage bin22. However, it is to be appreciated thehandle36 may be flush with other interior components as well such as, for example, seats, galley shells, and various interior panels. In one embodiment, theoutermost surface48 of thehandle36 and theoutermost surface50 of the correspondingoverhead storage bin22 include the same finish, color, and appearance to create a smooth, harmonious appearance.

Thehandle36 of thesupport structure32 is accessible to a passenger when in the deployed position. As seen inFIG. 3, thehandle36 is extended in a first direction D1 towards theaisle34 of theinterior cabin18. Therefore, thehandle36 is no longer flush with theoutermost surface50 of theinterior cabin18 and provides a support feature for an individual to grab and hold. Referring toFIGS. 3 and 5, thesupport structure32 is connected to afirst end portion60 of anarm64. Anactuator66 is operably coupled to thesupport structure32 by asecond end portion62 of thearm64. As explained below, theactuator66 is configured to move thesupport structure32 between the stowed position and the deployed position.

FIGS. 4 and 5 are schematic diagrams of theoverhead storage bin22, thePSU28, and thesupport structure32.FIG. 4 illustrates thehandle36 in the stowed position, andFIG. 5 illustrates thesupport structure32 in the deployed position. It is to be appreciated that while the figures illustrate thehandle system30 mounted below theoverhead storage bin22 and above thePSU28, thehandle system30 is not limited to the position as shown. Instead, thehandle system30 may be mounted upon or located in any area of theinterior cabin18 of the vehicle10 (FIG. 1) where passengers may stand or walk and require support during an abrupt or sudden change in movement of thevehicle10. For example, in another embodiment, thehandle system30 is mounted underneath theseats20 that are directly adjacently to the aisle24 (i.e., the aisle seats).

Thehandle system30 includes thearm64, theactuator66, and acontroller70. Thecontroller70 is in electronic communication with theactuator66 and one ormore sensors72 that indicate motion of the vehicle10 (thesensors72 are shown inFIG. 6). Theactuator66 is any type of actuation device configured to generate motion in the first direction D1 and a second direction D2. As mentioned above, thehandle36 is extended in the first direction D1 towards theaisle34 of the interior cabin18 (FIG. 1) and into the deployed position. When thehandle36 is no longer required for support by a passenger, theactuator66 retracts thehandle36 in the second direction D2 away from theaisle34 and back into the stowed position. Some examples of theactuator66 include, but are not limited to, linear actuators such as pneumatic linear actuators, screw jack linear actuators, and electric motor driven linear actuators.

FIG. 6 is a schematic diagram of thecontroller70 in electronic communication with amotor interface76, thesensors72 that indicate motion of thevehicle10, and a source ofpower78. Themotor interface76 is operably coupled to a motor driver80 of theactuator66. Thesensors72 are configured to obtain data indicating motion of thevehicle10 and are not limited to only movement sensors. In an example, thesensors72 may also include inertial sensors, force sensors, and/or magnetic field sensors. For instance, in the embodiment as shown inFIG. 7, thesensors72 include one ormore accelerometers82, one ormore gyroscopes84, and one ormore magnetometers86 in electronic communication with thecontroller70.

Theaccelerometers82 obtain data indicating movement of thevehicle10 based on an inertial force acting upon thevehicle10. In an example, the units of measurement for theaccelerometer82 is measured in meters per second squared (m/s²) or G-forces per second (Gs). In one embodiment, threeaccelerometers82 are included to obtain measurements in the x, y, and z-axis orientations. Thegyroscope84 obtains data indicating an angular velocity of thevehicle10. Themagnetometer86 obtains data indicating a direction, strength, and change in the Earth's magnetic field.

Thecontroller70 monitors the data obtained by thesensors72 during operation of thevehicle10. In the event thevehicle10 undergoes an abrupt change in movement such as turbulence or an abnormal gravity angle when in flight, then thecontroller70 determines thevehicle10 exceeds a threshold rate of movement based on the data obtained from thesensors72. The threshold rate of movement indicates the abrupt change in motion by thevehicle10. In an example, in response to thevehicle10 exceeding the threshold rate of movement, theaccelerometers82 indicate one or more of the following: (i) an inertial force acting upon thevehicle10 that is either less than about 0.7 Gs or more than about 1.3 Gs with respect to either the x-axis or the y-axis, and/or (ii) an inertial force acting upon thevehicle10 that is either less than about 0.6 Gs or more than about 1.4 Gs with respect to the z-axis. Movement in the x-axis and y-axis represent sideways motion of thevehicle10, and movement in the z-axis represent up and down motion of thevehicle10. Within examples, the threshold rate of movement for thevehicle10 in the z-axis is higher than the threshold rate of movement in either the x-axis or the y-axis, since motion in an up and down motion in an aircraft does not generally affect a passenger's balance.

Within examples, the data from thegyroscope84 and themagnetometer86 are combined together to improve bank angle accuracy. In an embodiment, thevehicle10 exceeding the threshold rate of movement corresponds to combined readings of thegyroscope84 and themagnetometer86 that indicate an orientation of more than about 20 degrees from parallel (i.e., the floor of the vehicle10) to ground and a rate of movement that is more than about five degrees per second.

The one ormore accelerometers82 are configured to obtain inertial force data, the one ormore gyroscopes84 are configured to obtain angular velocity data, and the one ormore magnetometers86 are configured to obtain magnetic field data. In an embodiment, thecontroller70 is configured to fuse the inertial force data, the angular velocity data, and magnetic field data together and produce a three-dimensional location value, a three-dimensional movement value, and a three dimensional acceleration value. The data obtained from theaccelerometers82, thegyroscope84, and themagnetometer86 are fused using any suitable technique. For example, in one embodiment a Kalman filter determines the three-dimensional location value. Thecontroller70 then determines the three-dimensional movement and the three-dimensional acceleration values based on multiple three-dimensional location values (as calculated by the Kalman filter) that are collected over a period of time. In an example, the threshold rate of movement (in units of acceleration) is about 15 ft/s²in the x-axis and the y-axis, and about 25 ft/s²in the z-axis. However, in other examples, higher or lower threshold rates of movement are possible as well.

In addition to thesensors72, thehandle system30 further includes one ormore proximity sensors90 in electronic communication with thecontroller70. Referring toFIG. 7, in one non-limiting embodiment theproximity sensors90 are mounted along theoutermost surface48 of thehandle36. Theproximity sensors90 have a field ofview92 directed towards a selectedarea94 of theinterior cabin18 of thevehicle10. The selectedarea94 of theinterior cabin18 of thevehicle10 represents a portion of thevehicle10 where passengers stand, walk, and move objects about theinterior cabin18. Some examples of objects that are commonly found within the interior cabin of thevehicle10 include luggage and service trolleys. In the embodiment as shown inFIG. 7, the selectedarea94 is theaisle34 of theinterior cabin18. Accordingly, the field ofview92 of theproximity sensors90 captures passengers who are located within theaisle34 of theinterior cabin18 of thevehicle10.

Theproximity sensors90 are configured to obtain data indicating a presence of an individual within the selectedarea94 of theinterior cabin18 of thevehicle10. In one non-limiting embodiment, the one ormore proximity sensors90 include, but are not limited to, a millimeter wave sensor, an infrared sensor, a light proximity sensor, a camera, a radar, and/or a light detection and ranging (LIDAR) sensor.

AlthoughFIG. 8 illustrates theproximity sensors90 located along theoutermost surface48 of thehandle36, it is to be appreciated that this illustration is merely exemplary in nature. Instead, theproximity sensors90 may be mounted in other areas of theinterior cabin18 of thevehicle10 as well. For example, referring toFIG. 2, in an alternative embodiment theproximity sensors90 are mounted along anend98 of one or theaisles34 and are positioned so the field ofview92 is oriented along a length L of asingle aisle34. For example, if theproximity sensors90 include one or more cameras and a processor(s) coupled to the camera(s) to analyze the images obtained by the camera(s), the cameras are positioned so the field ofview92 includes a part of or the entire length L of aspecific aisle34.

Referring toFIGS. 6 and 7, thecontroller70 monitors theproximity sensors90 for the data indicating the presence of an individual within the selectedarea94 of theinterior cabin18 of thevehicle10. Thecontroller70 determines the presence of the individual within the selectedarea94 of theinterior cabin18 of thevehicle10 based on the electronic signals. Thecontroller70 instructs theactuator66 to move thesupport structure32 from the stowed position (FIG. 5) and into the deployed position (FIG. 6) in response to determining the individual is within the selectedarea94 of theinterior cabin18 of thevehicle10 and thevehicle10 exceeds the threshold rate of movement.

In another embodiment, theproximity sensors90 also obtain data indicating the presence of either an object or an individual that blocks thehandle36. When an individual or object blocks thehandle36, then thehandle36 impacts the individual or object as thesupport structure32 is extended in the first direction D1 (FIG. 5).FIG. 8 illustrates the field ofview92 of theproximity sensor90 directed towards anarea96 directly in front of thehandle36 ofsupport structure32 in the stowed position. Theproximity sensors90 obtain data indicating the presence of either an object or an individual in thearea96 directly in front of thehandle36 of thesupport structure32 in the stowed position.

Although a field ofview92 is described, it is to be appreciated that someproximity sensors90 do not include a field ofview92. Referring toFIG. 9, in another embodiment the controller70 (FIG. 6) is in electronic communication with one or moreinductive proximity sensors190. One example of aninductive proximity sensor190 is an eddy current proximity sensor. Theinductive proximity sensor190 includes anoscillating circuit192 having acoil194. Thecoil194 is configured to generate an electromagnetic field E. As anobject196 approaches theinductive proximity sensor190, theconductive object196 generates aneddy current198 that opposes the electromagnetic field generated by the coil. Accordingly, referring to bothFIGS. 8 and 9, theinductive proximity sensors190 obtain data indicating the presence of theobject196 in thearea96 directly in front of thehandle36 of thesupport structure32 in the stowed position based on detecting interruptions in the electromagnetic field E.

Referring toFIGS. 7 and 8, thecontroller70 receives the data obtained by theproximity sensors90 and determines an individual or an object is blocking thearea96 directly in front of thehandle36 of thesupport structure32 in the stowed position (seen inFIG. 1). In response to determining thevehicle10 exceeds the threshold rate of movement and the individual or object is blocking thearea96 directly in front of thehandle36 of thesupport structure32 in the stowed position, thecontroller70 instructs theactuator66 to remain stationary to keep thesupport structure32 in the stowed position.

In one embodiment, the data obtained by theproximity sensors90 further indicates a distance between thehandle36 of thesupport structure32 and the individual or object blocking thearea96 directly in front of thehandle36. Therefore, sometimes thesupport structure32 is extended into a partially deployed or intermediate position. Specifically, the data obtained from theproximity sensors90 indicate the individual or is partially blocking the area directly in front of thehandle36 of thesupport structure32 in the stowed position. In response to determining thevehicle10 exceeds the threshold rate of movement and the individual or object is partially blocking thearea96 directly in front of thehandle36 of thesupport structure32 in the stowed position, thecontroller70 instructs theactuator66 to move thesupport structure32 into the intermediate position.

Referring toFIGS. 1 and 3, the intermediate position is located between the stowed position and the deployed position. Referring specifically toFIG. 3, thehandle36 is located at amaximum displacement distance100 when in the deployed position, where themaximum displacement distance100 is measured between theoutermost surface50 of theoverhead storage bins22 and theoutermost surface48 of thehandle36. However, when thehandle36 is in the intermediate position, thehandle36 is located at anintermediate displacement distance102 that is less than themaximum displacement distance100. Theintermediate displacement distance102 is based on the distance between thehandle36 of thesupport structure32 and the individual or object partially blocking thearea96 directly in front of thehandle36. Specifically, theintermediate displacement distance102 ensures that thehandle36 does not contact the individual or object partially blocking thearea96 directly in front of thehandle36.

FIGS. 10, 11, and 12 illustrate various examples of a process flow diagram of amethod200 for extending thehandle36 of thesupport structure32 into the deployed position. Referring toFIGS. 1, 3, 7, and 10, themethod200 begin atblock202. Inblock202, thecontroller70 determines thevehicle10 exceeds the threshold rate of movement based on the data obtained by thesensors72. As mentioned above, the threshold rate of movement indicates the abrupt change in motion by thevehicle10. Themethod200 may then proceed to block204 or, alternatively, to block206.

Continuing to refer toFIGS. 1, 3, 7, and 10, inblock204, in response to determining thevehicle10 exceeds the threshold rate of movement, thecontroller70 instructs theactuator66 to move thesupport structure32 into the deployed position (seen inFIG. 3). In an example, themethod200 may then terminate.

In an embodiment, themethod200 includes determining a presence of an individual within a selected area of an interior cabin of the vehicle based on data obtained by one or more proximity sensors; and instructing the actuator to move the support structure from the stowed position and into the deployed position in response to determining the individual is within the selected area of the interior cabin of the vehicle and the vehicle exceeds the threshold rate of movement. For instance, as shown inFIG. 11, themethod200 includesblock206. Inblock206, thecontroller70 determines the presence of an individual within the selectedarea94 of theinterior cabin18 of the vehicle10 (FIG. 7) based on the data obtained by theproximity sensors90. Themethod200 may then proceed to block208.

Inblock208, in response to determining the individual is within the selectedarea94 of theinterior cabin18 of thevehicle10 and thevehicle10 exceeds the threshold rate of movement, thecontroller70 instructs theactuator66 to move thesupport structure32 from the stowed position and into the deployed position. Themethod200 may then terminate. In an embodiment, the steps ofblocks206 and208 occur at a point in time after the step ofblock204. In another example embodiment, the steps ofblocks206 and208 occur after the step ofblock202 rather than afterblock204.

In an embodiment, themethod200 involves (i) determining an individual or an object is blocking an area directly in front of the handle of the support structure in the stowed position based on data obtained by one or more proximity sensors; and (ii) in response to determining the vehicle exceeds the threshold rate of movement and the individual or the object is blocking the area directly in front of the handle of the support structure in the stowed position, instructing the actuator to remain stationary to keep the support structure in the stowed position.

For instance, as shown inFIG. 12, themethod200 includesblock210. Inblock210, thecontroller70 determines an individual or an object is blocking thearea96 directly in front of the handle36 (seen inFIG. 8) of thesupport structure32 in the stowed position. It is to be appreciated that thehandle36 makes contact or impacts the individual or object located within thearea96 of theinterior cabin18. This impact may cause passenger discomfort or annoyance. Themethod200 may proceed to either block212 or214.

In an example, themethod200 proceeds fromblock210 to block212. Inblock212, in response to determining thevehicle10 exceeds the threshold rate of movement and the individual or object is blocking thearea96 directly in front of thehandle36 of thesupport structure32 in the stowed position, thecontroller70 instructs theactuator66 to remain stationary to keep the support structure in the stowed position. Themethod200 may then terminate.

Alternatively, in an example, themethod200 proceeds fromblock210 to214. Inblock214, in response to determining thevehicle10 exceeds the threshold rate of movement and the individual or object is blocking the area directly in front of thehandle36, thecontroller70 instructs theactuator66 to move thesupport structure32 into the intermediate position. As mentioned above, the intermediate position represents a partially deployedhandle36. Themethod200 may then terminate. In an embodiment, the steps ofblocks210 and212 or214 occur at a point in time after the step ofblock204. In another example embodiment, the steps ofblocks210 and212 or214 occur after the step ofblock202 rather than afterblock204.

Referring generally to the figures, the disclosed handle system provides various technical effects and benefits. Specifically, the handle is normally in the stowed position as seen inFIG. 1, which conforms to the sleek interior cabin of the vehicle. However, when the vehicle undergoes abrupt changes in motion, such as during turbulence or during landing of an aircraft, then the support structure is extended into the deployed position to provide support to passengers. Accordingly, the disclosure provides an approach for maintaining the sleek, clean lines of a vehicle's interior while at the same time providing features for passengers to hold onto during abrupt changes in motion.

Referring now toFIG. 13, thecontroller70 is implemented on one or more computer devices or systems, such asexemplary computer system1030. Thecomputer system1030 includes aprocessor1032, amemory1034, a massstorage memory device1036, an input/output (I/O)interface1038, and a Human Machine Interface (HMI)1040. Thecomputer system1030 is operatively coupled to one or moreexternal resources1042 via the network1026 or I/O interface1038. External resources may include, but are not limited to, servers, databases, mass storage devices, peripheral devices, cloud-based network services, or any other suitable computer resource that may be used by thecomputer system1030.

Theprocessor1032 includes one or more devices selected from microprocessors, micro-controllers, digital signal processors, microcomputers, central processing units, field programmable gate arrays, programmable logic devices, state machines, logic circuits, analog circuits, digital circuits, or any other devices that manipulate signals (analog or digital) based on operational instructions that are stored in thememory1034.Memory1034 includes a single memory device or a plurality of memory devices including, but not limited to, read-only memory (ROM), random access memory (RAM), volatile memory, non-volatile memory, static random-access memory (SRAM), dynamic random-access memory (DRAM), flash memory, cache memory, or any other device capable of storing information. The massstorage memory device1036 includes data storage devices such as a hard drive, optical drive, tape drive, volatile or non-volatile solid-state device, or any other device capable of storing information.

Theprocessor1032 operates under the control of anoperating system1046 that resides inmemory1034. Theoperating system1046 manages computer resources so that computer program code embodied as one or more computer software applications, such as anapplication1048 residing inmemory1034, may have instructions executed by theprocessor1032. In an alternative example, theprocessor1032 may execute theapplication1048 directly, in which case theoperating system1046 may be omitted. One ormore data structures1049 also reside inmemory1034, and may be used by theprocessor1032,operating system1046, orapplication1048 to store or manipulate data.

The I/O interface1038 provides a machine interface that operatively couples theprocessor1032 to other devices and systems, such as the network1026 orexternal resource1042. Theapplication1048 thereby works cooperatively with the network1026 orexternal resource1042 by communicating via the I/O interface1038 to provide the various features, functions, applications, processes, or modules comprising examples of the disclosure. Theapplication1048 also includes program code that is executed by one or moreexternal resources1042, or otherwise rely on functions or signals provided by other system or network components external to thecomputer system1030. Indeed, given the numerous hardware and software configurations possible, persons having ordinary skill in the art will understand that examples of the disclosure may include applications that are located externally to thecomputer system1030, distributed among multiple computers or otherexternal resources1042, or provided by computing resources (hardware and software) that are provided as a service over the network1026, such as a cloud computing service.

TheHMI1040 is operatively coupled to theprocessor1032 ofcomputer system1030 in a known manner to allow a user to interact directly with thecomputer system1030. TheHMI1040 may include video or alphanumeric displays, a touch screen, a speaker, and any other suitable audio and visual indicators capable of providing data to the user. TheHMI1040 also includes input devices and controls such as an alphanumeric keyboard, a pointing device, keypads, pushbuttons, control knobs, microphones, etc., capable of accepting commands or input from the user and transmitting the entered input to theprocessor1032.

Adatabase1044 may reside on the massstorage memory device1036 and may be used to collect and organize data used by the various systems and modules described herein. Thedatabase1044 may include data and supporting data structures that store and organize the data. In particular, thedatabase1044 may be arranged with any database organization or structure including, but not limited to, a relational database, a hierarchical database, a network database, or combinations thereof. A database management system in the form of a computer software application executing as instructions on theprocessor1032 may be used to access the information or data stored in records of thedatabase1044 in response to a query, where a query may be dynamically determined and executed by theoperating system1046,other applications1048, or one or more modules.

By the term “about” with reference to amounts or measurement values, it is meant that the recited characteristic, parameter, or value need not be achieved exactly. Rather, deviations or variations, including, for example, tolerances, measurement error, measurement accuracy limitations, and other factors known to those skilled in the art, may occur in amounts that do not preclude the effect that the characteristic was intended to provide. In an example embodiment, the phrase “about value X” means within 5% of value X.

The description of the present disclosure is merely exemplary in nature and variations that do not depart from the gist of the present disclosure are intended to be within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure.

Claims (20)

What is claimed is:

1. A handle system for an interior cabin of a vehicle, the handle system comprising:

a support structure defining a handle, the support structure moveable between a stowed position where the handle is inaccessible by a passenger and a deployed position where the handle is accessible by the passenger;

an arm including a first end portion and a second end portion, wherein the first end portion of the arm is connected to the support structure, and wherein the arm extends the handle into the deployed position and into the interior cabin of the vehicle;

an actuator operably coupled to the support structure by the second end portion of the arm, wherein the actuator is configured to move the support structure between the stowed position and the deployed position;

one or more sensors configured to obtain data indicative of vehicle motion; and

a controller in electronic communication with the actuator and the one or more sensors, the controller configured to:

determine the vehicle exceeds a threshold rate of movement based on the data indicative of vehicle motion obtained by the one or more sensors, wherein the threshold rate of movement indicates an abrupt change in motion by the vehicle; and

in response to determining the vehicle exceeds the threshold rate of movement, instruct the actuator to move the support structure from the stowed position and into the deployed position.

2. The handle system ofclaim 1, further comprising one or more proximity sensors in electronic communication with the controller, wherein the proximity sensors have a field of view directed towards a selected area of the interior cabin of the vehicle.

3. The handle system ofclaim 2, wherein the proximity sensors are configured to obtain data indicating a presence of an individual within the selected area of the interior cabin of the vehicle.

4. The handle system ofclaim 3, wherein the controller is configured to:

determine the presence of the individual within the selected area of the interior cabin of the vehicle based on the data obtained by the one or more proximity sensors; and

instruct the actuator to move the support structure from the stowed position and into the deployed position in response to determining the individual is within the selected area of the interior cabin of the vehicle and the vehicle exceeds the threshold rate of movement.

5. The handle system ofclaim 3, wherein the proximity sensors include one or more of the following: a millimeter wave sensor, an infrared sensor, a light proximity sensor, a camera, a radar, and a light detection and ranging (LIDAR) sensor.

6. The handle system ofclaim 1, further comprising one or more proximity sensors in electronic communication with the controller, wherein the proximity sensors have a field of view directed towards an area directly in front of the handle of the support structure in the stowed position.

7. The handle system ofclaim 6, wherein the proximity sensors are configured to obtain data indicating an individual or an object is blocking the area directly in front of the handle of the support structure in the stowed position.

8. The handle system ofclaim 7, wherein the controller is configured to:

determine the individual or the object is blocking the area directly in front of the handle of the support structure in the stowed position based on the data obtained by the proximity sensors; and

in response to determining the vehicle exceeds the threshold rate of movement and the individual or the object is blocking the area directly in front of the handle of the support structure in the stowed position, instruct the actuator to remain stationary to keep the support structure in the stowed position.

9. The handle system ofclaim 7, wherein the controller is configured to:

determine the individual or the object is blocking the area directly in front of the handle of the support structure in the stowed position based on the data obtained by the proximity sensors; and

in response to determining the vehicle exceeds the threshold rate of movement and the individual is partially blocking the area directly in front of the handle of the support structure in the stowed position, instruct the actuator to move the support structure into an intermediate position.

10. The handle system ofclaim 1, further comprising one or more inductive proximity sensors in electronic communication with the controller.

11. The handle system ofclaim 1, wherein the one or more sensors include at least one of: one or more accelerometers, one or more gyroscopes, and one or more magnetometers.

12. The handle system ofclaim 11, wherein the one or more sensors include one or more accelerometers, one or more gyroscopes, and one or more magnetometers, and wherein the one or more accelerometers are configured to obtain inertial force data, the one or more gyroscopes are configured to obtain angular velocity data, and the one or more magnetometers are configured to obtain magnetic field data.

13. The handle system ofclaim 12, wherein the controller is configured to:

fuse the inertial force data, the angular velocity data, and magnetic field data together and produce a three-dimensional location value, a three-dimensional movement value, and a three dimensional acceleration value.

14. The handle system ofclaim 1, wherein the abrupt change in motion is created as the vehicle undergoes one of more of the following: turbulence, an abnormal gravity angle, a sudden stop, and landing.

15. An aircraft, comprising:

an interior cabin; and

a handle system located within the interior cabin of the aircraft, wherein the handle system comprises:

a support structure defining a handle, the support structure moveable between a stowed position where the handle is inaccessible by a passenger and a deployed position where the handle is accessible by the passenger;

an arm including a first end portion and a second end portion, wherein the first end portion of the arm is connected to the support structure, and wherein the arm extends the handle into the deployed position and into the interior cabin of the vehicle;

an actuator operably coupled to the support structure by the second end portion of the arm, wherein the actuator is configured to move the support structure between the stowed position and the deployed position;

one or more sensors configured to obtain data indicative of motion of the aircraft; and

a controller in electronic communication with the actuator and the one or more sensors, the controller configured to:

determine the aircraft exceeds a threshold rate of movement based on the data indicative of motion of the aircraft obtained by the one or more sensors, wherein the threshold rate of movement indicates an abrupt change in motion by the aircraft; and

in response to determining the aircraft exceeds the threshold rate of movement, instruct the actuator to move the support structure from the stowed position and into the deployed position.

16. The aircraft ofclaim 15, further comprising one or more proximity sensors in electronic communication with the controller, wherein the proximity sensors have a field of view directed towards a selected area of the interior cabin of the aircraft.

17. The aircraft ofclaim 16, wherein the proximity sensors are configured to obtain data indicating a presence of an individual within the selected area of the interior cabin of the aircraft.

18. A method of extending a handle of a support structure from a stowed position and into a deployed position, wherein the handle is part of a handle system of a vehicle, the method comprising:

determining, by a computer, the vehicle exceeds a threshold rate of movement based on data indicative of vehicle motion obtained by one or more sensors, wherein the threshold rate of movement indicates an abrupt change in motion by the vehicle; and

in response to determining the vehicle exceeds the threshold rate of movement, instructing an actuator to move the support structure from the stowed position and into the deployed position, wherein the actuator is operably coupled to the support structure by an arm, and wherein the arm extends the handle into the deployed position and into an interior cabin of the vehicle.

19. The method ofclaim 18, further comprising:

determining a presence of an individual within a selected area of the interior cabin of the vehicle based on data obtained by one or more proximity sensors; and

instructing the actuator to move the support structure from the stowed position and into the deployed position in response to determining the individual is within the selected area of the interior cabin of the vehicle and the vehicle exceeds the threshold rate of movement.

20. The method ofclaim 18, further comprising:

determining an individual or an object is blocking an area directly in front of the handle of the support structure in the stowed position based on data obtained by one or more proximity sensors; and

in response to determining the vehicle exceeds the threshold rate of movement and the individual or the object is blocking the area directly in front of the handle of the support structure in the stowed position, instructing the actuator to remain stationary to keep the support structure in the stowed position.

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